Throttle control mechanism



Dec; 8, 1936. l L C DANIELS 2,063,795

THROTTLE CONTROL MECHANISM Filed April'zv, 1935 INVENTOR.

l ATTO NEY.

Patented Dec. '8, 1936 UNITED STATES l PATENT OFFICE THROTTLE CONTROLMECHANISM Lee C. Daniels, Cleveland, Ohio, assigner to The White MotorCompany, Cleveland, Ohio, a corporation of Ohio Application April 27,1935, Serial No. 18,652

' 4 claims. (c1. zel- 23) As explained in my earlier application, it isoften desirable in the construction of motor vehicles embodying aplurality of engines, and in the construction of motor vehiclesembodying a single engine constructed with a plurality of fuel inductionsystems, to connect the throttles of the separate fuel induction systemsfor si1nultaneous operation, but due to inaccuracies in construction ofthe carburetors producing differences in the ranges of throttle movementbetween idle positions and the positions at which the main carburetorjets come into action difiiculty has been encountered in connecting thethrottles in the manner specified.

It is an object of this invention to provide an improved throttlecontrol mechanism lof the type above set forth which can be readilyadjusted to compensate for inaccuracies in the construction of thecarburetors.

It is a further object.of this invention to pror-y Vide an improvedthrottle mechanism for use with a plurality of carburetorsrwhich can bereadily adjusted to compensate for inaccuracies in the constructionoutside the carburetors.

Other objects will appear in the following description of one practicalembodiment of the invention illustrated in the accompanying drawing, inwhich:

Figure 1 is a perspective view of an engine constructed with two sets ofopposed cylinders and with separate fuel intake systems for the twobanks of cylinders, together with a control mechanism for the throttlevalves of the intake systems.

Figure 2 is a diagrammatic view illustrating Vthe various positions ofthe parts of the throttle control mechanism with the throttles in idlingpositions.

Figure 3 is a diagrammatic view illustrating the positions of thevarious parts of the throttle control mechanism with the throttles inpartially opened positions. f

Figure 4 is a sectional view of one ofthe carburetors shown in Figure 1.

Figure 5 is an elevational view of the lower portion of the carburetorillustrated in Figure 4, showing the mechanism carried by the operatingshaft of the throttle valve, and

Y Figure 6 is a similar View to Figure 5 taken at a right angle theretoand showing only a part of the lower portion of the carburetor.

The engine illustrated in the drawing comprises two banks of cylinders Iand II of like construction which are fed by two fuel induction 5systems A and B of like construction. 'Ihe fuel induction systems A andB each comprise an inlet manifold I2, a short inlet pipe I2a, and acarburetor I3.

The carburetors I3 although oppositely dis- 10.

posed are exactly alike in construction, and a description of the voneshown at the right in Figure l and illustrated in section inFigure 4will serve the purpose of this disclosure. Such carburetor comprises afloat chamber I4 and a 15 tubular intake portion I5 which communicateswith the intake manifold I2 through the pipe I2a. The float chamber I4is provided with a fuel inlet I6, and with a float I'I and a needlevalve I8 which cooperate to automatically con- 20 trol the level of thefuel in the float chamber.

A vent for the float chamber. is provided in the form of a duct I9 whichforms a communicating passage between the upper part of such chamber anda passageway 2B leading to the outside 25 atmosphere.

The upper end of the tubular portion I5 serves as an air intake and iscontrolled by a conventional choke valve 2I. Located in the central partof the tubular portion I5, there is a Venturi 22 which communicates atits lower end with a mixing chamber 23 at the lower end of the tubularportion. Mounted within the mixing chamber 23, there is a rotatablymounted throttle valve 24 of the butterfly type, the shaft g5 24a ofwhich extends through the wall of the tubular portion I5 for connectionto the throttle operating mechanism. Projecting into the venturi 22 fromthe wall of the tubular portion I5, there is a nozzle 25 40 the outletend of which extends into the throat of the venturi 22. This nozzleconstitutes the main jet of the carburetor, and is arranged and fed insuch a manner that no fuel is drawn therefrom during idling of theengine. Such 45 nozzle is fed directly from the oat chamber through aduct 26, a Well 21, and a tubular member 28 formed with a calibratedorifice 28a at its lower end. Such vnozzle is further fed by way of twoducts 29 and 30 from a gravity Well 50 3| which communicates withatmosphere through a duct 32 and the passageway 20 and receives itssupply of fuel from the float chamber through a duct 33 and a member 34formed with a calibrated orifice 34a. 55

In addition to the nozzle 25, the carburetor is constructed with meansfor supplying fuel to the engine during idling of the engine. Such meanscomprises a well 35 composed of a duct 55a, formed in the wall of thetubular portion i5 and a tube 35h mounted in a bore 35 inthe wall of thetubular portion. The well 35 is supplied with fuel from the gravity Well3! by Way of the ducts 25 and 3l), a passage 3l existing between thetube 28 and the wall of the nozzle 25, a duct 35 leading around theperiphery of the tubular portion i5, a passage 39 formed by cutting anotch in the circumference of the tube 3517, a second passageway 40formed by cutting a longitudinally extending slot in the tube 55h, andan aperture 4l formed in the upper end of the tube 35h.

The upper end of the well 35 communicates through a duct 4 2 with a duct43 leading into the interior of the tubular portion, and an adjustableneedle valve 44 equipped with a retention spring 44a is provided toadjust the flow of air thereinto from the interior of the tubularportion. At its lower end, the well 35 communicates with the interior ofthe mixing chamber through a discharge orifice 45 constituting theidling jet.

When the engine is idling, fuel is supplied to the mixing chamber by thefuel system last described, the suction within the venturi 22 at suchtime being insufficient to draw fuel from the nozzle 25. As the throttlevalve 24 is opened, a point is reached at which the suction created inthe venturi is sufficient to draw fuel from the nozzle 25. At this time,the fuel supplied to the well 35 of the idling system is cut off due toall fuel from the well 3i being drawn into the nozzle 25, and from thattime on fuel is supplied solely by the nozzle 25.

Fixed upon the shaft 24a of the throttle valve of each of thecurburetors, there is a member 45 formed with two depending arms 46a.and 45h and with a vertically extending arm 45e. rThe arms 46a. of themembers 45 carry screws 4l equipped with retention springs :lia and aredesigned for engagement with members 48 protruding from the sides of thecarburetors to limit closing movement of the throttle valves. The arms4Gb of the members 46 are designed for engagement with the members 48 tolimit opening movement of the throttle valves, and the arms 46c to serveas throttle actuating levers in the manner hereafter described.

Rotatably mounted upon the shaft 24a of the throttle valve of each ofthe carburetors, there is a lever 45 formed at its upper end with an arm49a located at the side of the arm 46c in which such arm moves inclosing the throttle valve, and with an arm 49h located on the oppositeside of the arm 46c. Mounted in the arm 49a of each of the levers 49,there is an adjustable screw 55 designed to engage with the arm 46c andequipped with a lock nut 55a; and supported in recesses formed in thearms 49h and 45o of the mechanisms associated with each carburetor,there `is a compression spring 5i which urges the arm 46c against thescrew 50.

The rotatably mounted levers 4e are held in place by plates 52 securedto the arms 45e of the members 46 by means of screws 53, and areconnected With a pivotally mounted foot pedal 54 through a linkagemechanism C. The linkage mechanism C comprises a cross shaft 55rotatably mounted on the front of the engine and equipped with twooppositely disposed levers aoeeet 55 and 51 at its ends and anintermediately mounted lever 58. The levers 55 and 5l are connected tothe lower ends of the levers 49 by means of pull rods 59 and 6U, and thelever 58 to the lower end of the foot pedal 54 by means of a pull rod6i. The pedal 54 ismaintained in an elevated position by a tensionspring 62 connecting the forward end of the pull rod 6I with a bracket63 secured to the flooring which supports the pedal 54. As will readilybe seen, the organization of the linkage is such that depression of thefoot pedal 54 causes forward movement of the pull rod 59 and rearwardmovement of the pull rod 65, and the release of the foot pedal 54reverse movements of the pull rods 59 and G.

The throttle control mechanism described in the foregoing provides foran adjustment whereby inaccuracies in carburetor construction resultingin different ranges of throttle movement between idling positions andthe positions at which the main carburetor jets come into action can becompensated for. When not compensated for, such inaccuracies cause thethrottle valve of one carburetor to reach a position at which the mainjet comes into action in advance of the throttle valve of the othercarburetor, and to thereafter maintain a lead over the valve of theother carburetor throughout the range of throttle control for workingconditions of the engine. This inconsistency in the operation of the twothrottle valves causes the two banks of cylinders of the engine to befed differently, and produces what is known as rough operation of theengine.

Under a preferred method of adjusting the throttle mechanism, the spring62 is first replaced by a substitute spring incapable of compressing thesprings 5i and the screws 50 adjusted so that the arms 45e occupypositions substantially midway between the arms 49a and 4%. The engineVis then started and the screws 4l and 58 adjusted in such a manner thatthe engine idles properly under no load with the screws il in engagementwith the members 48, after which the substitute spring is removed andthe original spring 62 installed compressing the springs 5i. Followingthe replacement of the substitute spring by the original spring 62, thespeed of the engine is increased by depressing the foot pedal 54 untilthe main jet of one of the carburetors is brought into action. The pointat which this occurs is observed from the top of the carburetor bynoting the position at which the face of the throttle valve becomes wet.The screw 55 of the other carburetor is then adjusted in such a mannerthat the throttle valve occupies a position in its movement at which themain jet of the carburetor has just been brought into action, suchoperation completing the adjustment of the throttle operating mechanism.

Upon release of the foot pedal 54 following adjustment of the throttlemechanism as described, the throttle valves are moved towards theiridling positions by the spring 62 acting through the linkage C. In theabsence of a very rare condition when certain inaccuracies inconstruction compensate for other inaccuracies, `one of the throttlevalves will reach its idling position before the other throttle valve,with the result that further actuation of the linkage C by the spring 62will act to move the arm 46c associated with the throttle valve rstreaching its idling position away from the 75 arm Vllila compressing theassociated spring I. As the linkage C is further actuated by the spring62 the arm 46c of the other carburetor is moved away from the screw 50compressing the associated spring 5I. Themovement of the parts oi thethrottle mechanism by the `spring 62 is terminated by the arm 46cassociated with thethrottle valve first reaching its idling positionbeing brought into .engagement with the associated arm 49D. Should theinaccuracies in construction compensate one another, the throttle valveswill simultaneously reach their idling positions, followed bythe arms45e being simultaneously moved away from the screws 50 and brought intoengagement with the arms 49h to terminate actuation of the throttlemechanism by the spring 62.

Figure 2 illustrates diagrammatcally the relation of parts, with thefoot pedal released in a control mechanism which has been adjusted inaccordance with the preceding method, and in which the inaccuracies ofconstruction do not compensate one another, and Figure 3 the relation ofparts with the foot pedal partiallydepressed.

In cases in which the inaccuracies in construction compensate oneanother, the throttle valves will move together during all phases oftheir movement in consequence of the screws 50 being so adjusted thatthey engage and disengage the arms 4to at the same time; and due to thethrottle valves having been properly adjusted for idling of the engineand in such a manner as to simultaneously reach the positions lat whichthe main jets of the carburetors come into action, smooth operation ofthe engine will result throughout the entire range of throttle control.i

In cases in which the inaccuracies in construction do not compensate oneanother, the throttle valve which rst reaches its idling position inretarding the throttle valves is rst advanced `toward an open positionwhen the pedal 54 is depressed. Following a slight opening movement ofsuch throttle valve, corresponding movement of the other throttle valveis initiated as a result of the screw 50 of the associated mechanismbeing moved in'to engagement with the arm 46c. Thereafter, the throttleValves move together simultaneously reaching the positions at which themain jets of the carburetors are brought into action, When the footpedal is released, the throttle Valves are returned to their idlingpositions, and the springs 5I compressed as described in the foregoing.As a result of the screws 41 having been properly adjusted the engineoperates smoothly with the throttle valves in idling position, and dueto the adjustment whereby the main jets are brought into action at thesame time the engine also operates smoothly under working conditionswith the cylinders being supplied with fuel by Way of the main jets.

Although the foregoing description is necessarily of a detailedcharacter in order that the invention may be completely set forth, it isto be understood that the specific terminology is not intended to berestrictive or confining, and that various rearrangements of the partsand modifications in structural details may be resorted to withoutdeparting from the scope or spirit of the invention as claimed.

What I claim is:

1. The combination with a plurality of engin fuel supply systems eachcomprising a carburetor constructed with a throttle valve, an idlingjet, and a main jet which is rendered active by the creation of apredetermined pressure at its outlet, of members operatively connectedto the throttle Valves of the carburetors of said supply systems, meansfor limiting the closing movements of said throttle valves, a throttlecontrol lever, linkage mechanism connecting said members with saidthrottle control levers including relatively movable parts associatedwith said members, adjustable means carried by said parts arranged forengagement with the opposite sides of said members from the direction inwhich said members move in opening said throttle valves, and springsconnecting said members with said parts acting to urge said membersagainst the aforesaid adjustable means, spring means capable ofovercoming the aforesaid springs arranged to yurge movement of saidparts in a direction to close said throttle valves, and means forlimiting movement of said parts in response to the action of said springmeans, the arrangement being such that the said adjustable means can beadjusted in a manner to provide for complete closing movement of all ofsaid throttle valves-and in a manner to provide for simultaneousactuation of the main jets of said carburetors during opening of saidthrottle valves by said throttle control lever.

2. The combination with a plurality of engine fuel supply systems eachcomprising a carburetor constructed with a throttle valve of thebutterfly type, an idling jet, and a main jet which is rendered activeby the creation of a predetermined depression at its outlet, ofoperating levers fixed on the shafts of the throttle valves of thecarburetors of said supply systems, means for limiting theclosingmovements of said throttle valves including adjustable means for varyingthe positions attained by said throttle Valves at the ends of theirclosing movements, a throttle control lever, linkage mechanismconnecting said operating levers with said throttle control leverincluding relatively movable levers associated with said operatinglevers, adjustable parts carried by said second mentioned leversarranged for engagement with the opposite sides of said operating leversfrom the direction in which said operating levers move in opening thethrottle valves, and springs connecting said operating levers with saidsecond l mentioned levers arranged to urge said operating levers againstthe aforesaid adjustable parts, spring means capable of overcoming theaforesaid springs arranged to urge movement of said second mentionedlevers in a direction to close said throttle valves, and means carriedby said second mentioned levers for limiting movement of such levers inresponse to the action of said spring means, `the arrangement being suchthat the aforesaid parts can be adjusted in a manner to provide forcomplete closing movement of all of said throttle valves and in a mannerto provide for simultaneous actuation of the main jets of saidcarburetors during opening of said throttle valves by said throttlecontrol lever.

3. The combination with a pair of engine fuel supply systems eachcomprising a carburetor constructed with a throttle valve of thebutterily type, an idling jet, and a main jet which is rendered activeby the creation of a predetermined depression at its outlet, ofoperating levers fixed on the shafts of the throttle Valves of thecarburetors of said supply systems, means for limiting the closingmovements of said throttle valves including adjustable means for varyingthe positions attained bysaid throttle valves at the ends of theirclosing movements, a throttle control lever, linkage mechanismconnecting said operating levers with said throttle control leverincluding relatively movable levers associated with said operatinglevers, adjustable parts carried by said second mentioned leversarranged for engagement with the opposite sides of said operating leversfrom the direction in which said operating levers move in opening thethrottle valves, and springs connecting said operating levers with saidsecond mentioned levers arranged to urge said operating levers againstthe aforesaid adjustable parts, spring means capable of overcoming theaforesaid springs arranged to urge movement of said second mentio-nedlevers in a direction to close said throttle valves, and means forlimiting movement of said second mentioned levers in response to theaction or" said spring means, the arrangement being such that theaforesaid parts can be adjusted in a manner to cause the main jets ofthe carburetors to be simultaneously brought .into action despite aninitial opening of one of said throttle valves in advance of the otherof said throttle valves.

4. The combination with a pair of engine fuel supply systems eachcomprising a carburetor constructed with a throttle valve of thebutterfly type, an idling jet, and a main jet which is rendered activeby the creation of a predetermined depression at its outlet, ofoperating levers fixed on the shafts of the throttle Valves of thecarburetors of said supply systems, means for limiting the closingmovements of said throttle valvesV including adjustable means forvarying the positions attained by said throttle valves at the ends oftheir closing movements, a throttle control lever, linkage mechanismconnecting said operating levers with said throttle control leverincluding levers rotatably mounted on the shafts of thethrottle Valvesof said carburetors and constructed with arms disposed on opposite sidesof said operating levers from the direction in which said operatinglevers move in opening the throttle valve and with spaced arms locatedon the opposite sides of said operating levers, adjustable screwsmounted in said first mentioned arms arranged to engage with saidoperating levers, and compression springs mounted intermediate saidsecond mentioned arms and said operating levers acting to urge saidoperating levers against said screws, and spring means capable ofovercoming the aforesaid springs arranged to urge movement of saidsecond named levers in a direction to close said throttle valves, thearrangement being such that the aforesaid screws can be adjusted in amanner to cause the main jets of said carburetors to be simultaneouslybrought into action despite an initial opening of one of said throttlevalves in advance of the other of said throttle valves.

LEE C. DANIELS.

